KR20130047748A - Control device of automatic transmission - Google Patents

Abstract

The automatic transmission has an automatic shift mode and a manual shift mode. The shift based on the first manual operation when the automatic shift or the forced shift and the reverse manual operation are performed during the automatic shift by the shift map in the automatic shift mode or during the forced shift performed regardless of the manual operation in the manual shift mode. Is prohibited. Shifting based on manual operation in the reverse direction after the second is permitted.

Description

CONTROL DEVICE OF AUTOMATIC TRANSMISSION}

The present invention relates to a control device for an automatic transmission that can perform a shift command by manual operation.

Most of the automatic transmission for automobiles have a manual transmission mode in addition to the automatic transmission mode. Patent Literature 1 discloses a technique for automatically shifting in the manual shift mode in such an automatic transmission.

Here, as described in Patent Literature 1, the case of automatic shift in the manual shift mode will be examined. For example, suppose a driver performs an upshift operation by manual shift when a so-called kickdown command for downshifting occurs when the driver presses the accelerator pedal at once. At this time, the downshift command and the upshift command occur simultaneously, and the automatic shift is not achieved by canceling the command. Here, in many cases, automatic shifting and manual shifting operation in the reverse direction are often misoperation of the driver, and there is a problem that the driving performance is deteriorated as a result of the automatic shifting not being performed based on such an incorrect operation.

Japanese Patent Laid-Open No. 7-83327

An object of the present invention is to provide a control device for an automatic transmission that can achieve shift operation without causing deterioration in driving performance.

In the present invention, the shift based on the first manual operation is prohibited when the automatic shift is performed during the automatic shift by the shift map or when the manual shift of the automatic shift or the forced shift and the reverse direction is performed during the forced shift performed regardless of the manual operation. Then, the shift based on manual operation in the reverse direction after the second is allowed.

Therefore, by invalidating the shift based on the first manual operation with a high possibility of misoperation, the shift originally desired by the driver can be properly performed, and the driving performance can be improved. In addition, since the manual operation after the second is likely to be the driver's intention, by allowing the shift by the manual operation after the second, the shift can be performed in accordance with the driver's intention, and the driving performance can be improved.

1 is a system diagram schematically showing a control device for an automatic transmission of an embodiment.
2 is a schematic diagram showing a configuration of a shift lever device of the embodiment.
3 is a shift diagram illustrating a forced shift map of an embodiment;
4 is a flowchart showing a misoperation prevention control process in an embodiment.
5 is a time chart showing a misoperation prevention control process of an embodiment.

1 is a system diagram schematically showing a control device for an automatic transmission of an embodiment. As shown in FIG. 1, the engine 10 and the automatic transmission 11 are controlled by the engine electronic control apparatus 12 and the transmission electronic control apparatus 15. The engine electronic control apparatus 12 controls the engine 10 based on the throttle opening degree input from the throttle opening degree sensor 13 and the vehicle speed input from the vehicle speed sensor 14. Specifically, the fuel injection valve and the ignition device (not shown) are controlled in accordance with the running state.

The electronic control device 15 for shifting includes the throttle opening degree input from the throttle opening degree sensor 13, the vehicle speed input from the vehicle speed sensor 14, and the shift lever 17 detected by the operation position sensor 16. A position and an upshift / downshift signal input from the upshift switch 18 and the downshift switch 19 are input. Then, based on the shift map set in advance, an appropriate shift stage (that is, gear position GP) corresponding to the running state is obtained, and the hydraulic control circuit 20 outputs a command value for achieving an appropriate shift stage. In the shift map, a gear shift stage area corresponding to a plane having a vehicle speed on the horizontal axis and a throttle opening degree on a vertical axis is set, and a gear shift stage of an area to which a driving point specified by the vehicle speed and the throttle opening degree at the present time is set as a target speed shift stage. It is a well-known structure set as the above, and it does not explain in detail.

In addition, in the manual shift mode described later, the electronic control apparatus 15 for shifting is configured to output a desired shift stage command independently of the shift map. When the manual shift command is output by a shift switch or the like, the shift map Is switched from the automatic shift mode to the manual shift mode, and shifts to the required shift stage.

The hydraulic pressure control circuit 20 supplies control hydraulic pressure for operating a clutch or brake (not shown) provided in the automatic transmission 11. When a control signal for achieving an appropriate shift stage is output from the electronic control device 15 for shifting, command signals for shift control are output to the solenoids 21 and 22 provided in the hydraulic control circuit 20. In addition, the oil temperature sensor 23 provided in the hydraulic control circuit 20 detects the temperature of the hydraulic oil and outputs it to the electronic control apparatus 15 for shifting. In the illustrated hydraulic control circuit 20, only two solenoids are shown as an example, but the number is provided in accordance with the number of actuators in the automatic transmission 11 to be operated.

2 is a schematic diagram showing a configuration of a shift lever device of the embodiment. In the shift lever device 17 of FIG. 2, the mode is used in both the automatic shift mode for performing automatic upshift and downshift by the automatic transmission and the manual shift mode for shifting up and down by manual operation of the driver. It is possible to operate by. In the shift lever device 17 of FIG. 2, by the select lever 24, in addition to the "P" range, "R" range, "N" range, "D" range, "2" range, and "1" range It is comprised so that a "M" range (manual shift mode) can be selected. Here, the "D" range is the automatic shift mode.

The shift lever device 17 is formed with a substantially H-shaped guide groove 25 for guiding the select lever 24, and the position where the select lever 24 is knocked down from the "D" range side to the right is "M". Range, and it is comprised so that hardness is possible back and forth in the "M" range position. When the select lever 24 is knocked forward (+ direction) in the "M" range, the up shift switch 18 (refer FIG. 1) is operated, and the shift up signal M + is transmitted to the electronic control apparatus 15 for shifting. Is sent to the rear (-direction), the down shift switch 19 is activated, and the shift down signal M- is sent to the electronic control device 15 for shifting. In the shift electronic control apparatus 15, the shift for one shift stage is determined by the shift up signal and the down shift signal generated by the operation of the first select lever 24. Specifically, when the upshift signal is input once when the current shift stage is in the nth speed, it is determined that the shift to the (n + 1) th speed is input. When the downshift signal is input once when in the nth speed, Judging by the shift into (n-1).

In the present embodiment, a shift switch is also provided on the steering wheel, and when the upper side of the switch is pressed, the up shift, and the lower side, the down shift can be commanded. In addition, instead of installing a shift switch on the steering wheel, a lever-type shift switch is installed on the steering column so that the up shift switch operates when the lever is moved upward, and the down shift switch operates when the lever is pushed downward. good. In such a configuration, since the shift-up signal or the shift-down signal may be output without the "M" range being selected, it is possible to receive a command by manual shift during automatic shifting. In this case, basically, the shift operation by manual operation is given priority, and the upshift or the downshift is performed while switching from the automatic shift mode to the manual shift mode.

In the automatic transmission control apparatus of the embodiment, when the automatic shift mode is selected, an appropriate shift stage in accordance with the traveling state is selected based on the shift map, and a shift command is output toward the appropriate shift stage. When the manual shift mode is selected, the shift is basically performed based on the manual operation of the driver, but the forced shift is forcibly shifted depending on the situation. The forced shift will be described below.

First, the forced upshift will be described. When the engine speed reaches the limit speed (overspeed state), the engine speed is forced up regardless of the driver's operation in order to lower the engine speed from the viewpoint of engine protection. Shift. Next, the forced down shift will be described. 3 is a shift diagram illustrating a forced shift map of an embodiment; For example, it is assumed that the manual shift mode is selected and the second speed is selected at this time. At this time, a driving point defined by the current vehicle speed and the throttle opening degree is set in the forced shift map in which the forced down shift line is set. In this state, if the driver presses the accelerator pedal largely, even if the manual shift mode has been selected, as shown by the arrow A in FIG. 3, the driving point is one speed from the second speed region across the forced down shift line. Because of the transition to the area, a forced downshift to one speed is performed. This is a control called so-called kickdown and is also employed in the manual shift mode. Thereby, the motor performance of the vehicle according to the accelerator pedal operation of the driver is achieved.

In addition, when an engine stall is generated with a decrease in vehicle speed, as indicated by arrow B in FIG. 3, the driving point transitions from the second speed region to the first speed region across the forced down shift line. Forced downshift to one speed is performed. This forced down shift line is set at each shift stage, and a map is appropriately selected and controlled according to the shift stage selected in the manual shift mode, respectively.

As described above, during automatic shifting or forced shifting (hereinafter, the state shifting based on commands other than these manual operations is collectively described as "unintentional shifting") based on the manual operation of the driver. When an upshift signal or a downshift signal in an inverse shift and reverse direction is output, how to cope is a problem. That is, automatic shifting is performed based on a request such as improving fuel economy and securing athletic performance. Similarly, forced shifting is performed based on requests such as engine protection, engine stall prevention, and athletic performance. At this time, if a signal of inverse shifting and reverse direction is output by manual operation, the shifting of intention is canceled and cannot respond to each request.

If the shift command by the manual operation is certain as the driver's intention, it does not matter very much (or as it is the intention, so there is no problem). However, when the actual driving situation is examined in detail, it has been understood that a shift signal due to manual shifting is often output due to a misoperation of the driver. It has also been understood that when the driver intentionally performs the manual operation, when the shift is canceled by the first manual operation, the operator intends to perform the manual shift again to perform the shift.

Since the driver basically controls the driving force of the vehicle by the accelerator operation, in comparison with the driver's intention based on the accelerator operation in which the kick-down shift is performed and the upshift shift by the manual operation, the manual operation is incorrect. It is most likely operation.

Based on these, in the embodiment, during an unintentional shift, when a shift command opposite to this shift is output, the shift based on the first manual operation is canceled (that is, prohibited), and the shift based on the subsequent manual operation is performed. It is supposed to introduce a misoperation prevention control that permits the In the embodiment, the misoperation prevention control is performed when a manual upshift command by manual operation is output during an unintentional downshift.

Further, in the embodiment, the shift by the manual operation in the reverse direction during the unintentional upshift (down shift command by the manual operation) cannot be limited to the driver's misoperation, and thus the shift is permitted from the first manual operation. For example, if an unintentional upshift occurs by quickly separating the foot from the accelerator pedal, it is reasonable to assume that the driver has spaced apart the accelerator pedal because he wants deceleration. It is because at this time, it is also conceivable to issue the downshift request by manual operation to avoid the upshift in order to obtain the engine brake force.

[Misoperation prevention control processing]

4 is a flowchart showing a misoperation prevention control process in an embodiment. In this flowchart, in either of the automatic shift mode and the manual shift mode, it is shown whether the shift is performed by manual operation when the shift signal by the manual shift is output from the shift switch or the like.

In step S1, it is determined whether there is an upshift request (M + operation) by manual operation, and when there is an upshift request, the flow advances to step S2, and when there is no upshift request, the flow advances to step S7.

In step S2, it is determined whether or not the shift is intentional, and when it is determined that the shift is not intention, the flow proceeds to step S3. When the shift is in the non-shifting steady state or the manual shift mode, the flow proceeds to step S5.

In step S3, it is determined whether the unintentional shift is a downshift, and when it is an unintentional upshift, the shift direction shifted by the unintentional shift and the shift direction shifted by manual operation are the same direction. Proceed to On the other hand, when the intentional shift is downshift, that is, when the shift direction shifted by the intentional shift and the shift direction shifted by manual operation are reversed, the process proceeds to step S4.

In step S4, it is determined whether the upshift based on manual operation is once ignored, and if it is ignored once, the process proceeds to step S5. If the operation is not ignored once, the process proceeds to step S6 and ignores the upshift command. . Whether or not these are ignored is determined by turning on / off the one-time ignore flag to be described later.

In step S5, the driver's required shift stage is set to the value of (the current target shift stage +1), and the flow advances to step S9. In other words, it outputs an upshift request.

In step S6, the driver's requested gear shift stage is maintained at the value of (the current target gear shift stage), and the flow proceeds to step S9. In other words, the maintenance request of the shift stage is output.

In step S7, it is determined whether there is a downshift request (M-operation) by manual operation, and when there is a downshift request, the flow advances to step S8. When there is no downshift request, manual operation is not performed at all. Proceed to step S6.

In step S8, the driver's requested shift stage is set to the value of (the current target shift stage-1), and the flow advances to step S9. In other words, it outputs a downshift request.

In step S9, it is determined whether the driver's required gear is not over-reved (that is, overreved), and when it is determined that the driver is overreved, the process proceeds to step S13. do.

In step S10, it is determined whether or not the driver's required speed change stage is the engine stall. When it is determined that the engine is stalled, the flow advances to step S12.

In step S11, the next target shift stage is set along the driver's request shift stage. In other words, the driver's request is accepted.

In step S12, the next target shift stage is set as a value of (driver's requested shift stage-1). That is, the engine stall is avoided by setting the shift stage shifted down by one step with respect to the required shift stage of the driver as the target shift stage.

In step S13, the next target shift stage is set as a value of (required shift stage +1 of driver). That is, the over-lever is avoided by setting the shift stage shifted up by one step with respect to the required shift stage of the driver as the target shift stage.

Next, the action based on the said control flow is demonstrated. 5 is a time chart showing a misoperation prevention control process of an embodiment. When the automatic shift mode is selected as the initial condition and the nth speed is selected, this indicates a state in which downshift control is automatically performed into the (n-1) th crosses the downshift shift line. The same operation is basically the same even when a forced downshift control is executed during the manual shift mode selection.

In FIG. 5, "NxtGp" shows the target shift stage set by the electronic control apparatus 15 for shifting, "CurGp" shows the actual shift stage, and "M + operation" means that the upshift switch 18 is turned on. "Mode" indicates the selected state of the automatic shift mode and the manual shift mode, "M signal" indicates the on signal of the upshift switch 18 actually received, and "M shift" is based on the M signal. In this case, the shift request is outputted, and the "one-time override flag" is turned on when the first "M + operation" is ignored during an unintended shift, and represents a flag that is cleared at the end of the unintentional shift.

At time t1, the target shift stage is set into the (n-1) th traverses down the downshift line of the shift map due to the decrease of the vehicle speed, and the downshift control from the nth to the (n-1) th is performed. Is done. In addition, the present invention is not limited to the reduction of the vehicle speed, even when downshifting is performed by kickdown or the like.

At time t2 during the downshift control, a manual upshift operation, i.e., " M + operation " is performed by the driver, and is switched from the automatic shift mode to the manual shift mode. In this case, however, since the downshift control is performed in the automatic shift mode, the first "M + operation" is ignored and the one-time ignore flag is turned on. As a result, the first reverse manual operation having a high possibility of misoperation can be invalidated, and the shift desired by the original driver can be appropriately performed, so that the driving performance can be improved.

At the time t3, if the second "M + operation" is performed during the downshift control started in the automatic shift mode, this manual operation is accepted. Therefore, "M +" is output as the M signal, the target shift stage is shifted from the (n-1) th to the nth speed, the M shift is turned on, and a shift request by manual shift is output. However, since the downshift control started in the automatic shift mode has not been completed, the standby state is reached until this control is completed. That is, since the manual operation after the second is likely to be the driver's intention, by allowing the shift by the manual operation after the second, the driver shifts to the desired speed and improves the driving performance.

At time t4, when the downshift control started in the automatic shift mode ends, the actual shift stage is at the (n-1) th speed stage. At this time, since "M shift" is on and the target shift stage is the nth shift, the upshift control is started. At time t5, the ignore flag is cleared once with the end of the downshift control.

At the time t6, when the upshift control based on the M signal ends, the actual shift stage becomes the nth speed, and the "M shift" is turned off by matching the target shift stage with the actual shift stage, thereby ending the shift control.

As described above, this embodiment has the following advantages.

In the shift electronic control apparatus 15 of the embodiment, an automatic shift mode in which shifting is performed based on a preset shift map, a manual shift mode in which shifting is performed based on a manual operation of a driver, and an automatic shift mode are selected, and the shift is performed. As shown by step S4-> step S6, when the automatic shift by a map or the manual shift mode is selected and the manual shift of the automatic shift or the forced shift and reverse direction is performed during the forced shift performed regardless of manual operation. The shift operation based on the first manual operation is prohibited, and as shown by step S4-> step S5, the incorrect operation prevention control process which permits the shift based on the manual operation of the reverse direction after the 2nd is performed.

As a result, by invalidating the shift based on the first manual operation with a high possibility of misoperation, the shift originally desired by the driver can be properly performed, and the driving performance can be improved. In addition, since the manual operation after the second is likely to be the driver's intention, by allowing the shift by the manual operation after the second, the shift can be performed in accordance with the driver's intention, and the driving performance can be improved.

In addition, the control apparatus 15 performs a misoperation prevention control process when the upshift by manual operation is performed during the downshift by automatic shift or forced shift.

That is, it is reasonable to think that the driver has spaced apart the accelerator pedal because the driver wants a deceleration when the user shifts up the foot quickly from the accelerator pedal. At this time, in order to further obtain the engine brake force, it is conceivable to avoid the upshift and output the downshift request by manual operation. Therefore, when an upshift command by manual operation is output during an unintentional downshift, misoperation prevention control is performed. As a result, the shift originally desired by the driver can be more appropriately performed, and the driving performance can be further improved.

In addition, although the Example demonstrated the case where the upshift command by a manual operation was output during the unintentional downshift, the shift based on the 1st manual operation regarding the case where the downshift command by a manual operation was output during the unintentional upshift. May be canceled (that is, prohibited) and the shift based on manual operation after the second may be allowed.

As mentioned above, although the Example was described, this invention is not limited to the said structure, The other structure may be sufficient.

The forced shift and the automatic shift in the embodiment also include the case of the first shift, such as the shift from the second to the third, but the case of the skip shift, such as the shift from the second to the fourth.

Although the embodiment has disclosed an example applied to a stepped automatic transmission, the present invention can be similarly applied as long as it is a continuously variable transmission and has a manual shift mode.

In the embodiment, the control is made for all the unintentional shifts, but the control may be configured to perform the misoperation prevention control process only during the kick-down. However, even if the upshift command by manual operation is received during the downshift by kickdown, if there is a possibility of engine stall, of course, the upshift is prohibited.

In the embodiment, a misoperation prevention control process is executed when a manual upshift operation (M + operation) is performed during an unintentional downshift. Even when the configuration for executing the misoperation prevention control process, that is, the configuration for executing the misoperation prevention control process always when there is an upshift operation (M + operation) during an unintentional shift (regardless of upshift or downshift), good.

Claims (2)

An automatic shift mode for shifting based on a predetermined shift map,
It is a control apparatus of the automatic transmission provided with the manual transmission mode which shifts based on a manual operation of a driver,
The automatic shift mode is selected, and during the automatic shift by the shift map or the manual shift mode is selected, during the forced shift performed regardless of the manual operation, the manual operation in the reverse direction with the automatic shift or the forced shift is performed. The control apparatus of the automatic transmission which, when lost, prohibits the shift based on the first manual operation and permits the shift based on the manual operation in the reverse direction after the second. The shift based on the first manual operation is prohibited when the automatic shift or the forced shift is a down shift and the shift request by the manual operation is an up shift. Control device of automatic transmission.

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